Loading mechanism



Aug. 13, 1957 H. A. sToRcl-lv LOADING MECHNISM 6 Sheets-Sheet 1 Original Filed July l, 1948 n /R. am V w. 9 a .a W

Aug. 13, 1957 H. A. sToRcH LOADING MECHANISM 6 Sheets-Sheecl 2 Original Filed July i, 1948 H. A. sToRcH 2,802,429

LOADING MECHANISM Aug. 13, 1957 original Filed .my 1, 194e 6 sheets-sheet s INVENToR. dr/ZJ rcl,

/y ravi/1157s.

Aug l3, 1957 H. A. sToRcH 2,802,429

LOADING MECHANISM Original Filed July 1, 1948 A 6 Sheets-Sheet 4 Aug. 13, 1957 Original Filed July 1, 1948 H. A. sToRcH 2,802,429

LOADING MECHANISM 6 Sheets-Sheet 5 Aug. 13, 1957 H. A. STORCJH LOADING MECHAN ISM Original Filed July 1, 1948 6 Sheets-Sheet 6 H 1 U n El I 'v1-3' l INVENTOR.

Siarc- LoADlNG-MECHANISM Harold A. starch, `1nmm1-hm, 1vnt-.h.,assignr m Evans Products Company, Plymouth, Mich., acorportion of l Delaware v Original application July 1, `1948,Se1'ial No. 36,551, now

Patent No. 2,693,153, dated November 2,1954. D-

vided and'this application October 31, 1952, Serial No. 318,008 f 9 Claims (Cl. 10S-368) This invention relates'to a car loading device `and has 2,802,429 Iatenfed Aug. 13, 195,7

"ice

. Z v Fig 17Visan1enlarged end elevation, with the chain pan and 'chain ro'd= removed, of the wheel pan latch of Fig. 4; and

Fig. l-`8 isa-plan'viewof the latch structure in Fig. 117'." Referring now to the drawings, Figure 1 illustrates'one end -`s`ection ofa conventional freightA car, having-a door j 45, an end wall `47, and--a roofi 49,- all partially shown in particular relation to a mechanism for disposing an automobile in a semidecking position for transportation pur# poses, the invention beingrparticularly concerned with adjustable wheel pans and frame' structure for such` devices.

The principal objects of thisinvention are to provide a new and improved type of automobiletloadingframe which is lightV in weight, economical to'manufacture, simplein construction and more easily mounted and adaptedv for use in a freight car; to provide a frame havingclosed section side rails which will give added strength and rigidity to the frame; to'provide a frame'having closed section side rails which have sloping sides to guide -the wheels of an automobile which `is loaded thereon even before it reaches the wheel pan; to provide improved type locks for adjustable wheel pans and chain bars so that the aforementioned adjustable parts can 'be adjusted by one man; and to provide generally an improved type frame having various improved and novel features'thereon.

These and other objects of this invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings in which:

Figure l is a Vsideeelevational' view of "the frame of this invention, shown in a semideckinglposition within a freight car;

the line 2-2 of Fig. 1; t

Fig. 3 is apartial enlarged plan view of a portion of the rear end of the `frame structure illustrated in Fig. 2;

Fig. 4 is an end elevational view of the structure illustrated in Fig. 3 taken Vin the direction of 'the arrow 4 on Fig. 3;

Fig. 5 is a view in elevation taken along the line 5-5 of Fig. 3;

Fig. 6 is an enlarged partial plan view of a portion vof the front end of the frame structure illustrated in' Fig. 2;'V

of the arrow 7 on Fig. 6;

Fig. 8 is a sectional view taken of Fig. 6;

Fig.,9 is a sectional View taken along .the line 9-l--9of Fig. 6;

of Fig. 6; y

Fig. l1 is a side-elevatona`l view ofv ,aj detailof the "lock mechanism shown in Fig. l0; I l

Fig. l2 is a partial sectional yView of the structure illus-` trated in Fig. 10, showing the mechanism in an unlocked position; A

Fig. 13Y is an elevational Viewv taken along the .line 11i-13 of Fig. l0;

Fig. 14 is'an enlarged sectional li'ne 14-14 of Fig. 6;

Fig. 15 is a sectional Vview of the ,structure illustrated in Fig. 14 with the lock mechanism retracted from the position shown in Fig. 14;

Fig.16 is a sectional view taken` along the-,line 16j-16 of Fig. 15;

Fig. 2 is a brokenplan view of the frame taken alongy along the line i Fig. 10 is a sectional view taken along the line laf-l0' i View taken along'the.

Fig. 7 1s an end elevatlonal view'taken 1n the d1rect1on t and rear legs.

lof ithe frame, including the front rod 57 and a rear rod section. The illustrated end section Vis equipped with the present loading Aframe, and itwill be understoodthat the other end secti`on=.(notv shown) would normallyI be simy:ila'rly equipped.

59, fand like supporting members are located on' the opposite side of the frame. Sinilarly, the legs at one side'of the frame 'are-designated 71 and 73, and the other side 0f the frame is similarly equipped. The front rods 57l are pivotally `connected to the front end of` the frame as at 58, while-telescopic bottom sections 77 of the rear rods 59 `are pivoted to trunnion members 61 carried by an adjustable plate 63 described-in my Patent No. 2,693,153. The upper ends of arms 57 are pivoted to the side walls of. the car, asindicated at 52,' and arms 59 are pivoted to the car roof asindicated at 51.

Each yrear strut 73isconnected to the yframe by means of an L-shaped connector member 75, which also connects the-corresponding yarm `77 to the corresponding trunnion Each` front strut 71 `is pivotally connected to thel front end of the frame 55. When not in use the struts are releasedfrom the oor and theV front struts 71 are `stowed in the frame and the rear struts 73 are swung being an example. l A brief description of the general mode of operation will, rthereforeybe suliicient for the purposes `of the present application.` v In jthe position shown, the

weight of the frame and the `vehiclecarried thereby, is

.borne by the Vfrontfand rear pairs ofstruts 71 and 73, fand `by the front .and rear supporting and adjusting arms 57 and 59. Alternatively, if desired, apart of the load may behorne' bymthe .pairrof oppositely disposed elevating ny cables v65, whichare anchored to the side frame members by anchor `plates 69, and which cables are trained over sheaves`67 'and 70, which are associated with a usual chain fall=70a` In accordance `with more usual practice, how- Aever, chain falll 70a is partially slacked ofi soV that the VcablestiS while being relatively taut dornot carry any vsubstantialpart of the load.

, 4 Byreleasing thelegs71 and-'73 the .frame may be lowered Vfrornthe semidecking` position shown to the load- 4 ingposition, in which the frame 55 rests directly upon the car floor, and from which position, after release of the frame 55. During this lowering movement, arms v57 and 59 swing with respect tothefreight car,` about their respective pivots 52 and 51, and swing'with respect to the frameabout the associated pivots V58 and 61;:` These arms, therefore, determine the path OfmOVement through which In elevating the frame to` thelsernidecking position, an

'opposite but analogous action, of course, occurs, and this elevating movement is conventionally interrupted when the pivotal movement of arms 57 with respect to the frame S is interrupted by the engagement of these arms V with frame carried hooks 1 69, onewhereof jis carried by the frame at each side thereof (Fig. l2). With the frame s' in operative position, and the cables 65 may be slightly in this position, the struts 71 and 73 may again Vbe placed f slacked off.

For stowage purposes and further in accordance `with the aforesaid patent, the frame 55 may be elevated to a position in which it lies immediately belowthe roof and in a horizontal position. To permit this, the rear arms 59 are telescopic in members 77, thereby permitting the upward swinging movement of the frame 55Vto be continued j after-arms 57 engage the hooks 169. During this `coni tinued swingingmovement, arms 59 become progressively f shorter and the entire assembly swings about pivots 52 as a center.

In the position shown in Fig. 1, the two telescopic sections of the rear rod 59 have reached the limit of their extensibility and hence the disposition of telescopic rods supports the rear end of the loading frame by tension.

However, when the frame is elevated further into position 1 adjacent to the roof, these two telescopic sections slide one upon the other to shorten their effective combined length. In order to support the frame 55, when in a horizontal position adjacent to the roof of the car, a pair of Y hook members 79 is provided.

Fig. 2 is a plan view of the automobile loading frame f 5S and it includes a pair of longitudinal side rails 83 which extend the entire length of the frame. Heretofore all such automobile loading frames have had the side rail t sections interrupted to receive the wheel pans, but as can clearly be seen in Fig. 2, and subsequent figures, the side f: rails 83 of this embodiment extend uninterruptedly i throughout the entire length of the frame. Y

The opposite sides of the front and rear halve's'of the frame 55 are identical in construction and accordingly therefore only one half of theV rear section and one half of the front section of the frame 55 will be described in detail with corresponding numbers being given to similar A parts on the opposite side of the respective front and rear sections.

As can be seen in Fig. 3 and Fig. 4, which 'show'a portion of the rear half of the frame 55, each side rail 83 v isof a triangular box Vstructure and the innermost leg 85 is inclined so as to guide the wheels of an automobile f when loaded thereon before the wheels are engaged in the l f wheel pan.

The outer leg 84 of the side rail isshovvn as being vertical and therbottom leg 86 extends horizontally between the lower ends ofthe inclined leg 85gandV the vertical leg 84. The rear ends ofthe laterally opposite side rails 83 are tied together by a lateral cross beam 87 which is secured to the under side of the opposed side rails by welding or the like. Within eachvhollowV triangular side rail 83, an L-shaped reinforcing memberv 89 is secured, to reinforce the outer and lower legsof the side rail 83. Y'

The means by whichthe trunnions 61 are adjustably sei cured by way of latch 115 and apertures, 97 andv99 to guide element 93 are fully described in my parent case, now Patent No. 2,693,153, and need not be repeated here i since the present invention is concerned with the frame and adjustable wheel pan structures. 5

- As seen in Figs. 2 and 4, inwardly spaced fromfthe opposite side rails 83 on the frame 55 are a pair ,of chan- Vnel-shaped supporting beams 123, whichl are secured at their outer ends on theupper surface of the-flat cross beaml87. Abutting the inner edges of the top Vand bottom flanges of the beamsr 123, and'v secured thereto;-is a laterally extending chain pan 125, the'rear portion of f' which is positioned on top of the-Hat cross vbeam 87 Y Y and secured thereto. Y This chain pan 125l isofV a rectanguiar box shape and adapted to receive for storage purposes the previously mentioned chain 27, which secures the rear axle of the vehicle to the rear end of the frame.

As can be seen in Fig. 3 secured to the under side of each side rail 83, forwardly of the rear end thereof and extending diagonally therefrom, is a bracing member 129, which passes beneath and supports the corresponding supporting beam 123, as well as the chain pan 125, and abuts against the forward edge of the cross beam 87.

The chain pan 125 is provided with an opening 131 in the bottom wall thereof for allowing the diagonal brace 129 to be suitably welded thereto, and to the cross beam 87. Secured intermediate the ends of each diagonal brace 129 and extending at right angles therefrom is a second bracing member 133 which extends diagonally rearwardly from the diagonal brace 129 and is secured to the under side of the corresponding side rail 83 rearwardly of the point of securement of the diagonal brace Positioned between each side rail 83 yand the adjacent longitudinal beam 123, and supported on the bracing members 129 and .133, is'a wheel pan generally designated at 134. Each wheel pan 134 has a at central portion which receives the wheels of the Vehicle and adjacent its leg 85 of the side rail.

outer edge is bent upwardly to form a sidewall 135 which is inclined at the same angle as the inclined inner The inclined side wall 135 of the wheel pan is slidably secured to the leg v85 by means of a pair of retaining brackets 137 welded to the top of the side rail 83 and extending over the upper edge of the inclined side wall 13S to allow the wheel pan to slide relative to the side rail but not move laterally with respect thereto.

Each longitudinal supporting beam 123 has an angle member 139 welded or otherwise suitably secured to the upper end `of the web portion thereof. Each wheel pan 134 has an inner inclined side wall 141, which is bent atl the upper end thereof to form a horizontal flange 143 which slidably engages the member 139 to support and guide the inner end of the wheel pan during any sliding adjustment of the latter. It will be noted by referring to Fig. 4 thatan L-shaped reinforcing member 145 has the upper end of its vertical leg secured to the under side of the horizontal flange 143 of the wheel pan adjacent the edge thereof. The end of the horizontal leg of the member 145 is secured to the inner surface of the inclined side wall 141 of the wheel pan, adjacent the lower end thereof. This Vreinforcing member 145 extends longitudinally from the front end of the wheel pan to a point .l the web portion of the longitudinal beam member 123 into one of the apertures 147 formed in the L-shaped reinforcing member 145 vfor the wheel pan. The lock shaft 149 has an annular collar 151 secured thereto adg jacent the web portion of the beam 123 and a coil spring 153 surrounds the lock shaft 149 and its outerY end abuts the collar 151 and its inner end abuts the outer surface of the web portion of the channel member 148 so as to 'urge the lock shaft' 149 into the apertures 147. Y The inner end of the lock shaft 149 is provided with a handle 155'which extends on opposite sides of the lock Vshaft 149 at right angles thereto, and one end of which is return bent to form an arm 157. The end of the arm 157 is bent rearwardly 90` and then Vreturn bent to provide a shoulder 159 which V(as shown in dotted lines in Fig. 17) is adapted, when the lock shaft 149 is pulled `out of engagement with the wheel pan v,reinforcing member and rotated 90, to engage v'the upper leg of the aaoaaae beam 123 at 156 and hold the lock shaftout of engagement with the wheel pan member 145.

In this way'each' Wheelpanmay be unlocked so as to be slidably adjusted along the frame by a single operator and when it isl adjusted to the proper location the operator can turn the handle 155 so as to release the shoulder 159 from the beamV member 123, and the spring will urge the lock shaft 149 through the aligned aperture 1'47 on the wheel pan. This type of lock allows a single operator to adjust the wheel pans.

It will he notedthat a closed chain rod 161 is provided forseuring eachtchain 127 to the frame. Each chain rod 161 extends forwardly from the rear end of the frame and hasv vertically depending legs 163 which pass through the flangesfof the beam member 123 and are welded or otherwise securedl thereto.

The plan View of one half of the front portion of the frame 55is illustrated inEig. 6, ,and details thereof are shown in Figs. 6 through` 16. v,While Yonly one half of the front portion o f the frame will `be described, it will be understood that similar numbers are to be applied to the other half of the frame4 as the construction thereof is identical with the half about lto be described. The front end of each Aside rail 83 is welded to a lateral cross beam 165 which extends below the side rail 'S3 and across the front endrof thegframe. Rea'rwardly spaced from the Acrossy member `71u55 is Van arch bar 167 which extends acrossthe frame and'is `*welded at opposite' ends to the side rails. Braces171interconnect the rails 83 and the varch bar167. The center portion of the bar 167 is arched upwardlysoas not to interfere with an automobile placed below thefrarne when the frame is in a semidecked position in the freight car. vThe ruiter` end of the arch bar n167 is inclined arcuately upward to form the previouslymentioned hooks 1694. Thuis, when the frame `iis in either a horizontal stowed position adjacent to the roof j of the or in the semideclinfg position `as shown in FigZ l, eaehfro'nt armv 5'7 will rest between the outer portion 169 of the arch bar and thecorresp'ondiig side rail 83 and give additional support thereto.

`Slidably positioned on the arch'bar and the cross bar 165 are the front wheel pansr173, whichare similar in constructionft'or'the wheel pans 134 described for the rear end. Each wheel pan 173`1ha'sr an outer inclined Side wall 175 which is slidably connectedto the'inclinedI front leg 85 of the side rail 83 by brackets 177 which are secured to the top of the side rail 83 and extended downwardly over the top of the inclined side wall 175 lto `rr'1ai`ntain the wheel pan in a sliding relation to the side rail S3. The opposite side `of each wheel pan 173 extends upwardly in an arcuate manner to form an inclined side wall 179, the upper end of which terminates in a horizontal llange 180. An L shaped reinforcing member 181 is secured to the under sideof the horizontal ange 180 and to the inclined end wall 179 adjacent the lower end thereof.

`Adjacent the vertical leg of the reinforcing member lower end ofthe vertical leg 199. The opposite end of the chain rod has a horizontal leg 203 formed thereon which is welded tothe under side of the chain rod `supporting member'193 tousecure the rear of the chain rod to thewmember 193. The lower ends of the plates 183 and 189 taper upwardly `and at the rear end thereof are connectedto the arhportion of the arch bar 167 by weldv ing or the like as at 205.

The flange orshoulder 196 of the chain rod supporting member 193 lwhich rides on the flange 191 of the plate `189is provided with an plurality of longitudinally spaced notches `207 aidthe front andl rear ends of the flange 1196 are providedwith projecting tabs 209 for use as stop meansl as willbehereinafter described.

Secured' to the side of the plate 1289 rearwardly of the frontV end thereof, are a pair of bearing elements 211 which'supprt a longitudinal pin 213 which in turn pivotally supports a lock element generally indicated at 215. As can be Yseen in Fig. l1, .the lock element 215 is of a generally (Y shape and comprises an inclined handle por- Athrolllgl the' denier thereof. The pin 213 is received lin the opening 2 25 ftpivotally mount the lockelement 215 ony theiplate 189and a czoil spring 227 `is looped around one ofthe hbs 223 with one end thereof abutting the piaj rsaas'at 22s and Athe other end thereof abutting the upper end of the eut-off portion 221. The spring is 167 and has its upper edge bent over away from the '4 wheel pan to form ilange 187. Positioned inwardly of the plate 183 is a second plate 189 the lower edge of which l1s similarly welded to the cross beams 165 and 167 and the upper edge of which is bent over toward the wheel pan to form flange 1,91, which opposes the flange 187 on the adjacent plate 183. The plates 183 and 189 are tied together by means of a horizontal plate 190` which stops short of the front ends of the members 183 and 189, but extends to the rear ends thereof, as can be seen in Figs. 6, 7, and l5. n j

The inner end of the horizontal flange 180 of the wheel pan extends over and is positioned on top of the ange 187 of the plate 183. An adjustable chain rod supporting member indicated at 193 is formed with a pair of oppositely disposed longitudinal grooves 195, one whereof slidably receives the flanges 180 and 187 and the other `movement of the'lock element.

placedunderjconpr'ession so that it will normally urge the lock1elerr`1'ent21`5 into engagement with the recesses 207 "formed in theV chain ro'd supporting member. The bottom f'ce of'the lock element which 'abuts the side of the plate 189 is formed with Va projecting portion 229 which acts' "as a stop for the lock element as will be hereinafter described. i Y

In order'to allow the latch portion 219k of the lock element 215 to, engagethe recesses 207, the llange 191`of the plate "189 is cutfoutjintermediate the ends thereof, as can be seen in Fig. 10, so as not to interfere with the lower end of the latch portion 219 when it swings into engagement with the recesses 207.` When itis desired to adjust the chain rod' for dierent sized vehicles which may be mounted on the loading frame 55, the lock element215 is swung away from the chain rod. support- `ing member against the action of the spring 227, so as t'odisen'gage'thelateh portion 219 from the chain rod supporting member. Thelower end of the lock element 215 will 'move-toward the plate 189 and the stop 229 will abut `thereagainst to prevent any further clockwise The stop 229 is constucted so that the lock element 215 can be swung outwardly only far enough to allow the latch portion 219 to become disengaged zfrom the recesses 207, and so that if thechain rod spportingmember 193 is moved too far, the projecting tabs. 209 previously described thereon will abut against the end of the llatch portion 219 and prevent the chain lrod supporting member 193 from sliding off the loading frame.

Secured to" the vertical plate 189 and to the cross beam and extending inwardly from the plate 189 is a `rectangular box-shaped chain pan 230similar in construction to the chain pan V125 previously described for the rearend of the loading frame. l The frontY vertical wall 231 of the chain pan 230 is prvidedwith a horizontal inner end of the slot 232 terminates in a short vertical Y slot 233. Positioned between the vertical plates 189 and I 183 is a shaft 234 which is slidably received in an aperture 235 in the member 189. Adjacent the outerrend of the shaft 234 an annular collar 236 is formed, which abuts against the member 183 when in the position shown in Fig. 18. Outwardly of the collar 236 the shaft 234 passes through an aperture 237 in the member 183 and through and into one of a plurality of longitudinally spaced apertures 238 formed in the vertical leg of the reinforcing member 181 which is secured to the wheel pan 173. Surrounding the shaft 234 and having one end thereof abutting the collar 236 is a helical spring 239, the inner end of which abuts against the member 189. The inner end of the shaft 234 is provided with a handle comprising a horizontal handle portion 240 extending forwardly from the inner end of the shaft 234 and the outer end of the handle portion 240 is bent upwardly at right angles to form a vertical handle portion 241. The horizontal handle portion 240 is positioned within the horizontal slot 232 of the chain pan and the vertical portion 241 extends forwardly of the wheel pan outer wall V231 far enough to allow it to be grasped by an operator.

it is desired to adjust the wheel pan 179 with respect to the loading frame lside rails, the vertical handle portion When 241 is grasped by the operator and pulled inwardly thus disengaging the shaft 234 from the wheel pan reinforcing member 181.

241 is rotated clockwise, when aligned with the vertical slot 233, and the horizontal handle portion 240 then becomes engaged in the vertical slot 233, as can be seen in Fig. 16. It can thus be seen that the shaft 234 will be held out of engagement with the'wheel pan so that a single operator can then adjust the wheel pan without holding the latch out of engagement therewith. When it is desired to re-engage the shaft 234 in one of the apertures 238, the vertical handle portion 241 is rotated counterclockwise so as to move the horizontal portion Y out of the vertical slot and the spring 239 then moves the entire vlock mechanism forwardly to engage the wheel pan once again. Y

While several embodiments of this invention havebeen illustrated and described it is to be understood that it is not to be restricted thereto, and that it isv intended to 1 cover all modifications thereofwhich will be apparent to one skilled in the Aart and which come within the 'spirit/ and scope of the appended claims.

This is a division of my copending application, Serial No. 36,5571, led July 1, 1948 now Patent 2,693,153, issued November 2, 1954. n Y

I claim:

1. In a deck or frame for loading automobiles in freight `cars or the like, the combination of aside frame member having an upwardly and ontwardlyeinclined inner face, a wheel pan slidably mounted onvthe frame having an upwardly and outwardly inclined side portion contiguous to said member face, and `a flangefixed on the side member and extending downwardly over the side of the pan and contiguous thereto to form a guide for sliding movement of the pan. i

2. In a deck or Vframe for loading automobiles in freight j cars or the like, a side frame member having an upwardly and outwardly inclined inner face, a wheel pan slidably j mounted on the frame and Aside member having anV up wardly and outwardly inclined side edge contiguous with the member face, the said wheel pan having its opposite longitudinal side upwardly and outwardly inclined also, a support of right-angle shape located beneath said last pan side and having its edges lwelded to said pan side whereby thel pan lside forms the hypotenuse of a rightangled cross section, and means operative on the support forremovably fixing it and the pan to the frame in any of a plurality of longitudinal positions.'

In order to lock the shaft 234 out of en-V gagement with the wheel pan, the vertical handle portion 3. In a deck Yor frame forloading automobiles in freight cars or the like, a side frame member having an upwardly `and outwardly inclined inner face, a wheel pan slidably mounted on the frame and side member having an upwardly andV outwardlyV inclined side edge Y' contiguous with the member face, the said wheel pan having its opposite longitudinal side upwardly and outwardly inclined also, and means operative on the last reinforcement element, one of said elements having a longitudinal series of apertures therein, a movable locking member mounted in the other element adapted to t in said apertures and key the elements together to prevent relative longitudinal movement, spring means urging the locking member toward the apertures.

4. In a deck or frame for loading automobiles in freight cars or the like, frame structure including Va side frame member having'an upwardly and outwardly inclined inner face, wheel pan structure including a wheel pan slidably mounted on the frame structure and side member and having an upwardly and outwardly inclined side edge contiguous with the member face, the said Wheel pan having its opposite longitudinal side upwardly and outwardly inclined also, and means operative on the last mentioned side of the pan for removably fixing it to the frame structure in any of a plurality of longitudinal positions, said means comprising a reinforcement element beneath said upwardly `and outwardly inclined edge rigidly secured to the pan, said frame structure including a fixed frame element adjacent the reinforcement element, one of said elements having a longitudinal series of apertures therein, a movable locking member mounted in the other element adapted to t in said apertures and key the elements together to prevent relative longitudinal movement,

, 4b spring means urging the locking member toward the apertures, a handle on thek locking memberv for retracting it "Y from Vthe apertures to permit relative longitudinal movej, ment of the pan structure and frame structure, and means for connection'to the 4structure on which said locking member is ,mountedsto latch thelocking member in retracted position. y

5. The invention as claimed in claim 4 wherein said apertures are formed in the reinforcement element and the locking member is movably mounted in they frame element and the latch means comprises an extension on the handle formed .toV provide a Vshoulder capable of abutting a frame member in a plane normal to the'direction of movement ofthe locking member.

6. The invention as claimed in claim 4 including a latch plate mounted onsaid frame member and extending parallel to the direction of movement of the locking member, said latch plate havinga rst slot extending in the direction of such movement, and a second slot normal to Vsuch movement opening into the rst slot at a point spaced fromthe inner end thereof, and a radial shank on the locking member between it'and the handle riding in said rst slot and capable upon rotation of thelocking member of fitting in the second slot toabut the edge thereof and hold the member in retracted position.

7. In a deck or frame for loading automobiles in freight cars or the like, Vthe combination of a pair of spaced upright longitudinally extending plates rigidly lixed on the frame having yiianges at the top edges thereof bent inwardly toward each other, a wheel pan having af longitudinal flange resting on the inturned flange of one of said plates, a slide supported on the'wheel pan flange and on the inturned ange of the other upright plate for longitudinalmovement. relative to the. frame, a chain rod 8. In a deck or frame for loading automobiles in freight cars or the like, the combination of a pair of spaced upright longitudinally extending plates rigidly lixed on the frame having anges at the top edges thereof bent inwardly toward each other, a Wheel pan having a longitudinal ange resting on the inturned flange of one of said plates and having a portion thereon contiguous to the vertical surface of that plate and provided with a longitudinal series of apertures, a slide supported on the wheel pan ange and on the inturned ange of the other upright plate for longitudinal movement relative to the frame, a chain rod bar secured to the slide, a longitudinal series of notches formed in the edge of the slide opposite the wheel pan, and a latch member pivoted to the upright plate engageable in said notches to longitudinally x the position of the slide, a plunger slidably mounted in said plates and engageable with said wheel pan apertures, spring means between said plates pressing said plunger toward the wheel pan, a vertical upright plate extending transversely from the upright plate remote from the wheel pan having a rst slot parallel to the axis of the plunger and a second slot opening into the rst at a point spaced from the inner end of the first slot and normal to the lirst slot, a radial projection on the plunger slidable in said slots and engageable with the edge of the second slot to hold the plunger in retracted position, and a handle on the projection for moving the plunger.

9. In combination in a vehicle loading structure for freight cars or the like, a substantially rectangular automotive decking frame comprising side members extending uninterruptedly the length of said frame, means securing said side members in spaced relation so that a portion of an automobile may be received therebetween, each of said longitudinal side members being of a triangular hollow structure and having an inclined .inner leg, means including corner pan members supported on said side members for the support of the front and rear wheels of an automobile, whereby said automobile will be guided by said inclined legs of said side members prior to being received in said corner pan members.

References Cited in the le of this patent UNITED STATES PATENTS 1,205,133 Eide NOV. 14, 1916 1,355,800 Shoemaker Oct. 12, 1920 1,606,654 Menges Nov. 9, 1926 1,869,060 Harter July 26, 1932 2,079,931 Butterworth May 11, 1937 2,111,191 Nampa Mar. l5, 1938 2,127,965 Strid et al Aug. 23, 1938 2,164,662 Nampa July 4, 1939 2,693,153 Nampa Nov. 2. 1954 

